Reinforced-concrete ship construction.



F. R. WHITE. REINFORCED CONCRETE SHIP CQNSTHUCTION.

APPLICATION FILED DEC-29" $91]- 1,,258,726. Patented Mar. 12, 1918.

3 SHEETS-SHEET I.

F. R. WHITE. REINFORCED CONCRETE SHIP CONSTRUCTION.

APPLICATION FILED DEC-29.1917

- Patented Mar. 12, 1918.

3 SHEETS-SHEET 2- F. R. WHITE.

RETNFORCED CONCRETE SHIP CONSTRUCTION.

Patented Mar.12,1918.

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APPLICATION FILED DEC.29| 19]].

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UNITED STATES PATENT OFFICE.

REINFORCED-CONCItETE SHIP CONSTRUCTION.

Specification of Letters Patent.

Patented Mar. 12, 1918.

Application filed December 29, 1917. Serial No. 209,495.

have invented certain new and useful Improvements in Reinforced Concrete Ship tonstructions; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification.

This invention relates to concrete ship construction, the principal objects of the invention being to provide a method of assembling whereby the reinforcing metal may be more :ulvantageously placed and held and whereby, when so desired, the use of removable forms may be entirely dispensed with, in so far as the construction of the hull of the vessel is concerned. In describing the present invention and in referring to the sides of the vessel, it will be understood that the entire hull is meant,'i. e., the bottom, sides, bow and stern, and in carrying the invention into practice it is designedthat a fabricated framework shall be provided composed of longitudinally and vertically or transversely arranged frame members preferabl y connected at sultable or all points of.

crossing, but relatively widely spaced in the plane of the sides. Relatively closely spaced reinforcing bars or rods are held and positioned by the frame members in such relation thereto and to the sides of the vessel as to lie in planes where the tensile strength of the reinforcement may be utilized to the best. advantage in resisting strains to which the hull of the vessel is subjected. Said reinforcing bars are positioned and held by the frame members, being preferably mounted in perforations through the weblike portions of the frame members, whereby the bars may be accurately positioned and held both during and after the aggregate is applied. ()ther structural features of advantage will hereinafter appear.

Referring to the accompanying draw- |ngs,

Figure 1 is a side elevation on a reduced scaleof a vessel illustrating longitudinal and transverse arrangement of the steel frame members prior to Figs. 2 and 3 are transverse sections of a vessel hull substantiallyin planes indicated placement of rein-.

by thelines 22 and 3-3, respectively, of Fig. 1.

Fig. 4 is a plan view showing one arrangement of the column and beam construction within the hull of the vessel.

Fig. 5 is a detail section on an enlarged scale showing one arrangement or construction of a side wall and internal column and beam arrangement, i. 0., corresponding to that shown in Fig. 2. I v

Fig. 6 is a section in ahorizontal plane through the bow portion of a vessel embodying the present improvements.

Fig. 7 is a detail perspective view of a T- iron which may be used as one of the frame members or as an anchorage for certain of the reinforcing rods as will be presently described.

Fig. 8 is a similar view of a section of an I-beam which may be employed as one of' the frame members.

Fig. 9 is a detail perspective view of a cross brace which may be utilized in the body construction of the vessel.

Fig. 10 is a detail showing on an enlarged scale the method of wirin the metal lathing to the reinforcing meta when no forms are employed in the construction of the vessel.

Fig. 11 is a sectional elevation in a trans verse plane, showing one arrangement of the frame members and reinforcing rods, especially adapted for heavy ship construction.

Fig. 12 is a sideelevation of the arrangement of members shown in Fig. 11.

Figs. 13, 14 and 15 are a section, an elevation, and a plan of an arrangement'employing channel and L-irons'or T-irons as the frame members.

Figs. 16, 17 and 18 are similar views to 13, 14 and 15, showing an arrangement employingI-beams and plate girders especially designed for use in vessels where a ribbed 'conparticularly designed for light ship or boat arrangement employing L-irons and I-beams of deep section forming the frame members extending in one direction with stirrups supporting strap irons forming the frame members extending in the other direction.

Figs. 28, 29 and 30 are views showing an arrangement of simple L-irons forming the frame members extending in both directions,

construction.

Figs. 31, 32 and 33 are views illustrating an arrangement corresponding to that of Figs. 28, 29 and 30, but having incorporated therewith I-beams of deep section adapting the structure for use in ribbed ship construction, or where heavier and stronger sides are desired, especially in those constructions where a portion at least of the metal is designed to withstand compression strains.

In the construction of reinforced concrete ships it is, of course, desirable that the weight of the hull shall be reduced as far as is consistent with the strains which the structure must successfully resist, and in order to expedite the construction, it is important that the placement of the reinforcing metal shall be facilitated and under certain circumstances it is highly desirable that the use of external forms for giving shape to the concrete aggregate shall be dispensed with. In reducing the weight of the hull and the consequent thickness of the sides of the vessel, it is of the greatest importance that only that quantity of reinforcing metal be employed which will give the desired or necessary strength, and, therefore, it is essential that the metal employed shall be accurately and definitely located and held in the proper position to withstand the calculated strains. This result is diflicult, if not almost impossible of attainment, where the reinforcing metal is placed in forms such as are used in ordinary building construction, where an overweight of aggregate or a slight displacement of overweight of metal is of no particular consequence. In accordance with the present invention the desired object is definitely attained by providing frame members which will be fabricated and joined or held together in such wise as to conform as a whole to the shape of the hull of the vessel, but with considerable intervals between corresponding members, and these frame members are utilized as the means whereby the relatively closely spaced reinforcing members or rods arenot only readily positioned or placed, but whereby they are definitely and accurately held in their positions during the pouring of the concrete aggregate. The frame members, it is obvious, may have the characteristics of practically any of the well known stock metals in cross section, that is to say, iI-beams,

.cm. irons [La-irons Z-irons or strap irons, and for convenience in assembling and holding the reinforcing rods in place, the web-like portions of the frame members are preferably perforated or provided with seats in which the reinforcing rods may rest and be held firmly during the pouring, setting and hardening of the concrete aggregate.

As illustrated in Figs. 1 to 12, for example, the sides of the vessel have incorporated in them longitudinally extending frame members A and vertically or transversely extending frame members B on both.the inner and outer sides of the longitudinally extending frame members A, and all of said frame members are illustrated as of I-beam section. At the crossing points of the two sets of members A and B, the flanges are bolted or riveted together in accordance with well understood metal-frame construction. The corresponding frame members, that is to say, members A or members B, are rather widely spaced fromeach other so as to reduce the quantity of metal required and especially the quantity of-metal which must be fabricated or bent into shape corresponding to the plane of the other set of frame mem-' bers. For example, the vertical reinforcing rods C are passed through the perforations in the webs of the horizontal frame members A and lie in the planes of the horizontal frame members, while the horizontal reinforcing rods D pass through the perforations in the vertically arranged frame members and lie in the planes of those members, but preferably are parallel with the horizontal frame members.

It is obvious that with this arrangement of frame members and reinforcing rods, the widely spaced frame members may be fabricated and assembled with comparatively little expense and labor, and the placement of the reinforcing rods then becomes amatter of exceedingly simple manual labor, inasmuch as it is only necessary to run or lay the rods through or in the proper perforations or slots in the frame members, in order that they may be accurately and properly positioned and held. At the bow or other places in the vessel hull requiring special treatment, it is obvious that this construction adapts itself easily and conveniently to the form or shaperequired. At the bow, for example, as illumratedin Fig,

I 6, the horizontal frame members may be brought together and united by gusset plates E, and the horizontal reinforcing rods D will extend continuously around the bow of the vessel from one side to the other, being held in place, as before explained, by the vertically arranged frame members. On the inner side, in the construction shown in Fig. 6, the rod members may extend forwardly to anchorage frame members, as shown at F, in the form of T-irons, or other suitable shape, through the webs of which the rods pass and are bent over or upset in any preferred manner. The T-iron, as an example, for this purpose is illustrated in detail in Fig. 7. In addition, the bow of the vessel may be further strengthened and braced if necessary by transverse braces G, Fig. 9, connecting the horizontal frame members and providing for the formation of a heavy body of concrete aggregate at this point in the hull construction,

Regardless of the particular character of the frame members employed and which may be hereafter referred to, it is preferred in the construction of a vessel in accordance with the present invention, that the use of external and internal removable forms shall be entirely dispensed with, and with this object in view, and as illustrated in Figs. 5 and 6, a metal lathing, such, for example, as that commonly designated as Hy-Rib, indicated at H in said drawings, is wired in position over the inner and. outer sides of the frame members and directly to the reinforcing rods at the required spacings calculated to be necessary to withstand the pressure of the aggregate While being poured, a sufficient quantity of the concrete exuding through the perforations of the lathing to constitute a rough surface upon which the exterior and interior facings may be placed, either by troweling or preferably with the use of an implement knownas a cement gum-the final finish being given in accordance with practice well known to those skilled in the art of cement working, but which forms no part of the present invention. 4

Obviously, the frame members and reinforcing rods may extend not only continuously around the under side of the hull, but around the upper side. In the conventional form of vessel illustrated, the interior area is divided up by column and girder or deck construction which joins in with and becomes an integral part of the hull itself. Such" column and girder construction is illustrated iii Figs. 2, 3 and 5, at I, and in so far as the reinforcing metal is concerned,

it'may conform to ordinary building con-- struction, if thought advisable; otherwise the same construction may be used for floor slabs. the longitudinal girders. however, being preferably provided with continuous reinforcing metal extending longitudinally of the hull and the transverse girdersbeing frame members and reinforcing rods are illustrated in Figs. 13 to 33, inclusive, some of which are particularly designedfor use in connection with the construction of hulls which have no interior ribbed formations and others of which are designed for use in hulls having such ribbed formations. In the latter instances the interior vertical or transVerst-J. frame members are of deep section and the metal lathing or perforated .metal sheets are carried out around the frame members so as to constitute interior ribs projecting from the inner face of the side. This construction may be adopted wherever it is desirable to provide for greater strength or to bring into play the strength of the metal in re'sisting compression strains to supplement the resistance of the concrete to strains in the same direc:

tion.

In Figs. 13, 14 and 15 aconstruction is shown embodying channel iron frame members A in connection with L-iron frame members B, and in this instance or any instance when found more suitable, the horizontallyarranged reinforceing rods D are supported in openings in the frame members which take the form of 'slots 1) whereby the rods may be placed without.

the necessity of being threaded through from one end, as in the construction heretofore described.

In Figs. 16, 17 and 18, the frame members are shown as of I-beain section, but in this instance one of the frame members, namely, that designed to be On the inner side of the vessel hull is shown as of deep section. and of built up construction, commonly known as a plate girder. '1he plate girder is indicated at B and 1t may. ofcourse. be of any depth of section desired for the particular size of the vessel or the calculated strains to be resisted, while the remaining frame members may be of the size and construction indicated in Fig. 11, the reinforcing bars being spaced 'andpositioned as shown in the latter. figure, and hence needing no detail description, In Figs. 19, 20 and 21, a construction is shown in which channelirons A L-irons B and L beams B" of deep section are employed; in other words. the construction of Figs. .13, 14 and 15 and the deep I-beam girder construction have been combined to form a framework which willpermit of a light sidewall having heavy internal ribs'with the reinforcing metal distributed correctly to withstand the strains and to facilitate construction.

In Figs. 22, 23 and 24 an arrangement is shown in which the frame members are composed of L-irons B connected by stirrups or brackets 6 and the latter in turn are connected with or support strap iron frame members A.

In Figs. 25, 26 and 27 a construction is illustrated employing that shown in Figs. 22, 23 and 24, save that for one of the 5.- iron frame members I-beams B of deep section are substituted, and the reinforcing rods are passed through the webs of the I-beams at points close to one of the flanges, whereby aside wall may be formed which is relatively thin and at the same time the I-beams may be embedded in the internally ribbed construction heretofore referred to.

In Figs. 28, 29 and 30, the entire frame member construction is formed of lL-irons A and B", the flanges of the lL-iron frame members being fastened together at crossing points, while the web-like portions of the L-irons are perforated for the reception of the reinforcing rods. This construction provides a relatively light and thin side in which the placement of the reinforcing rods is exceedingly accurate and with which the strains may be pro-calculated and provided for in a definite manner.

In Figs. 31, 32 and 33, the construction shown in Figs. 28, 29 and 30 is modified to the extent of adding I-beams of deep section on the inner side, such I-beam being shown at B and held in proper relation to the other frame members by yoke members 6 passing through the webs of the members B and hooked over frame members A", thus adapting'the thin li ht wall construction of Figs. 28, 29 and 30 or an internally ribbed construction in which the frame members B will assist in resisting compression strains as well as constituting reinforcement for the surrounding concrete aggregate;

In the construction of reinforced concrete vessels, in accordance with this invention, it will be understood that the framework or frame members may be either partly or entirely assembled for the whole vessel preliminary to the application of the concrete aggregate, and the reinforcing rods and metal lathing added only as the pouring operation progresses, thus leaving ample space for the handling of the concrete, this system being possible because of the fact that the reinforcing rods will have their positions definitely determined by the seats or openings provided for their reception in the frame members, but it is not desired to limit the invention to any particular order of procedure, inasmuch as customary practice may make it convenient to follow different procedures under difierent circumstances. In every mstanee, however, the frame members constituting a widely spaced skeleton frame of substantially the shape of the hull, longitudinal reinforcing bars held and positioned by the vertical frame members in the same plane therewith and vertical reinforcing bars held and positioned by the horizontal frame members in the same plane therewith and constituting a relatively closely spaced reinforcing frame work.

2. In reinforced concrete ship construction, a metal framework comprising widely spaced horizontal and vertically arranged members secured together at their intersections and conforming to the shape. of the hull, said frame members being located between the inner and outer faces of the sides and plural sets of relatively closely spaced reinforcing rods in parallel planes held and positioned respectively by the vertical and horizontal frame members and in the same plane therewith.

3. In reinforced concrete ship construction, a series of widely spaced longitudinally and vertically arranged frame members located in parallel planes between the inner and outer faces of the sides and connected together at points of crossing each other and a series of relatively closely spaced horizontally and vertically arranged reinforcing rods, the vertically arranged rods being substantially in the plane of and held in position by the horizontally arranged frame members and the horizontally arranged rods being substantially in the plane of and held 1n position by the vertically arranged frame members.

4. In reinforced concrete ship constructlon, a setof widely spaced longitudinally and a set of widely spaced vertically arranged frame members connected together at points of crossing and having perforated web-like portions and two series of closely spaced reinforcing rods extending through said perforations, whereby said rods are held and positioned bythe respective frame members and in the same planes therewith, said rods being in substantially parallel planes.

5. In reinforced concrete ship-construction, plural sets of widely spaced longitudinally and vertlcally arranged frame members connected together at points of crossing but lying in different planes and provided with transverse perforations and reinforcing bars arranged in plural series, the bars of each series extending through the perforationsin one set of frame members.

6. In reinforced concrete ship construction, inner and outer sets of widely spaced frame members and an intermediate set of frame members arranged at an angle to the first mentioned sets and relatively closely spaced reinforcing bars held and positioned by said frame members, the bars held and positioned by the respective sets of frame members being arranged at an angle to said members.

7. In concrete ship construction, a plurality of sets of Widely spaced frame members, the members of one set arranged at an angle to the members of the other set, relatively closely spaced reinforcing rods extending through the frame members and held and positioned thereby and in the same plane therewith, metallic lathing secured to the inner and outer sides of the frame members and rods and concrete aggregate in which said frame members, rods and lathing are embedded to form the hull of the vessel.

8. In concrete ship construction, side frame members joined together at the end of the vessel hull, closely spaced reinforcing bars extending continuously around the end of the vessel from side to side in the plane of the frame member and concrete aggregate surrounding and embedding both the frame members and reinforcing bars.

9. In concrete ship construction, a plurality of sets of frame members with the members of one setat an angle to the members of the other set and the members of one set connected together at the bow 'of the hull, a plurality of series of reinforcing bars held andvpositioned by the respec* tive sets of frame members in the same plane therewith, the bars of one series extending continuously around the bow of the hull from one side to the other. i

10. In concrete ship construction, a plurality of sets of frame members having flanges and web-like portions and with the members of one set crossing the members of the other set and having their flanges secured together at the crossing points, and a plurality of series of reinforcing bars, the bars of each series passing through and being positioned by the Web-like portions of one set of frame members.

FRANK RI. WHITE. 

